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On the bottom graph are red dots. These are the values ​​of ground speeds calculated from the raw radar data Newark (EWR)Vertical dispersion of these points is elevated when they should be follow up with more regularity, not zigzagging. A plane takes time to change gear.

Where does this dispersion? On the one error of less than 1 degree on the azimuth of the radar blips.

Playing on the value of the azimuth replace the radar blips in a better configuration and allows to obtain a curve closer to reality speed (the blue dots)

Speeds are reduced. Altitude and Range remain the same.

The downward slope of the altitude of ual175 flight is nearly constant.

Finally, the pilot pushed the engine a short time before impact. Then he may have slowed for the aircraft is not disintegrated before impact.

The speed curve NTSB is not the same as I got with excel. Have you also tried to reconstruct these curves?

No, I calculated the speeds using Lat/long positions of the RADES data. The results are similar to the raw EWR data you have plotted above. However, the end of your curve is not accurate and does not reflect the raw data you have plotted.

Again, keep in mind, the NTSB used more than just EWR radar for the speed study.

The NY Terminal area is a very busy place serving 6-7 very busy airports in close proximity. Speeds are being assigned to aircraft daily, in real time, so they don't run into each other. I certainly feel very comfortable having more than one radar looking at my airplane when getting vectored for an approach into LGA, JFK, EWR, TEB, HPN... or transitioning to FRG or MMU.

No, I calculated the speeds using Lat/long positions of the RADES data. The results are similar to the raw EWR data you have plotted above. However, the end of your curve is not accurate and does not reflect the raw data you have plotted.

The last plot of radar data is an estimate plot because he had no primary radar (BO). His position may have some margin.

The NY Terminal area is a very busy place serving 6-7 very busy airports in close proximity. Speeds are being assigned to aircraft daily, in real time, so they don't run into each other. I certainly feel very comfortable having more than one radar looking at my airplane when getting vectored for an approach into LGA, JFK, EWR, TEB, HPN... or transitioning to FRG or MMU.

yes but the question is why the NTSB not only the nearest radar for its calculations?

I'm also quite not sure about the end of the curve. The impact speed - as multiple radar analyses and also multiple video analyses (see here, here, here and here) show was quite definitely higher than 470 kts.